Switch joint protector and rerailer



Oct. 22, 1935 J. KOSTEGKA 7 2,018,450

SWITCH JOINT PROTECTOR AND RERAILER I Filed Jan. 3l, 1934 2,Sheets-Sheet l Inventor flllorney Oct. 22, 1935. J. KOSTECKA SWITCHJOINT PROTECTOR A ND RERAILER Filed Jan. 31, 1934 I 2 Sheets-Sheet 2Patented Oct. 22, 1935 UNITED STATES PATENT OFFICE SWITCH JOINTPROTECTOR AND RERAILEB This invention relates to a joint protector andrerailer for switches of railroad, the general object of the inventionbeing to provide means for protecting the switch joints and forre-railing cars that have left the track at the switch and preventingthe wheels of the car from spreading the switch when being pulled backonto the track.

This inventionalso consists in certain other features of constructionand in the combination and arrangement of the several parts, to behereinafter fully described, illustrated in the accompanying drawingsand specifically pointed out in the appended claims.

In describing the invention in detail, reference will be had to theaccompanying drawings wherein like characters denote like orcorresponding parts throughout the several views, and in which:-

Figure 1 is a plan view of a track switch, showing the invention in usethereon. I

Figure 2 is a top plan view with parts in section, showing one of thedevices and the rails with which it is associated.

Figure 3 is a view of the spline plate.

Figure 4 is a section on line 44 of Figure 2. Figure 5 is a section online 5--5 of Figure 2. Figure 6 is a section on line 6-8 of Figure 2.Figure '7 is a section on line of Figure 2. Figure 8 is a section online 8-8 01' Figure 2.

As shown in Figure 1, a pair of the devices,

shown at A and B, is used with each switch, one device being of lefthand construction and the other of right hand construction, and eachdevice is of elongated tapered form and includes the body I whichextends between the rail 2, the transfer rail 3 and the switch pointrail 4. A spline plate 5 is placed against portions of the rails 3 and 4and on the opposite side from that which is engaged by the body I andtwo bolts 8 pass through the holes I of said plate 5, through holes inthe rail 3 and through holes in a part of the body I and receive thenuts 8. A single bolt 9 passes through the hole H1 in the plate I,through a part of the rail 4 and through another part of the body I andthis bolt receives the nut l l as shown in Figure 5. The two bolts 8which pass through the transfer rail 3 are oolted tight with the splicebar, the rail and the body I, but the bolt 9 should have suflicient playto permit opening and closing movement of the switch point.

One edge of the body I is thickened, as shown at '12, to fit in thespace between the base and the head of the transfer rail and switchpoint l throughout the length of the body I and the other edge of thebody is shaped to engage a portion of the base and the lower part of theweb of the rail 2, as shown in Figures 4, 5, 6 and '7. The upper surfaceof the body slopes downwardly from the thickened edge to the other edge,as 5 also shown in these figures, but the upper part of the body,adjacent the thickened edge is formed with the recesses l3 and Hi toreceive the inner ends of the bolts 6 and 9 and their nuts 8 and H, asshown in Figures 5 and 7. 10

That end of the body remote from the switch point curves downwardly andoutwardly, as shown at IS in Figure 8, so that when a derailed car isbeing pulled from the frog it toward the switch point, the flange of thewheel will strike this end 15 and is thus raised while passing over thebody to the proper height where the wheel will go back on the rail 2.Thus the wheels are caused to reengage the track rails and they areprevented from spreading the switch. As will be seen from to Figures 6and 8, the body is built heavier at the joint of the rail 3 with theswitch point 4 than elsewhere, in order to give additional strength atthis point to protect the joint from being pushed outwardly. I!

From the foregoing it will be seen that I have provided simple'means forprotecting the joints oi. a switch and also means for re-railing carsthat have left the track and in such a manner that they will not spreadthe switch when being pulled back on the track.

As is well known, when de-railed cars are pulled through switches, theswitches are spread, thus causing the track tobe damaged, but with myinvention, the spreading of the switch is prell vented as the two bodieswill raise the wheels of the car so that they will engage the outsiderails 01' the track and thus protect the switch from being spread and atthe same time the device protects the joints from having play, thus 0making it practically impossible for cars to be tie-railed.

It is thought from the foregoing description that the advantages andnovel features of the invention will be readily apparent. I

It is to be understood that changes may be made in the construction andin the combination and arrangement of the several parts, provided thatsuch changes fall within the scope oi the appended claim.

What is claimed is:-

In combination with a main rail, a transfer rail and a switch point, acombined joint protector and re-railer comprising a tapered elongatedbody placed between the main rail and I6 adjacent parts of the transferrail and switch point, said body having a thickened edge engaging thebases, webs and under portions of the heads of the transfer rail andswitch point, the other edge of the body being comparatively thin andengaging a portion of the base and web of the main rail, the upper faceof the body sloping downwardly and outwardly from the thick edge, anelongated splice plate contacting those sides 10 of the transfer railand switch points opposite the sides engaged by the body, a plurality 0!bolts passing through the plate, the transfer rail and portion of thebody, a single bolt passing through the plate, the switch point and apart of the body, said body having recesses therein to receive portionsof the bolts and that end of the body remote from the switch curvingdownwardly and rearwardly.

J OSEPH KOS'IECKA.

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